Half to frederick h



W. H. MASTERMAN.

12 Sheets-Sheet z AIR. BRAKE.

(No Mdel.)

10.504,22'7. Patented Aug.-29, l18931.

lllllllllllll* @item/wg@ r y A Y.2 shady-sheet 2. W. H. MASTERMAN. l AIR BRAKE. I

Patented Aug. 29, ,1893.

(No Model.)

Nof'OfLVZ'Z,

UNITED STATES PATENT GEEICE.

WILLIAM II. MAsTERMAN, OE OAKLAND, OALIEORNIA, AssIeNoR OE ONE- HALE To EREDERIOK II. MYERs, OE sAME PLAOE.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent NO. 504,227, dated August 29, 1893.

Application filed January 11, 1892. Serial No. 417,699. (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM H. MASTER- MAN, a citizen of the United States, residing at Oakland, Alameda county, State of California, have invented an Improvement in Air- Brakes; and I hereby declare the following to be a full, clear, and exact description of -the same.

My invention relates to certain improvements in air brakes, and it consists in certain details of construction which will be more fully explained by reference to the accompanying drawings, in which- Figure 1, is a part sectional view and part elevation showing my auxiliary valve between the triple valve and auxiliary reservoir. Fig. 2, is an enlarged sectional view of my auxiliary valve showing the abutting ends of the triple valve casing and auxiliary reservoir.v Fig. 8, is an enlarged part section and part elevation of my auxiliary valve. Fig. 4, is a horizontal section on line a a of Fig. 3.

A is the auxiliary air reservoir which is situated beneath each car that is provided with automatic air brake mechanism.

B is the brake cylinder, and C is the casing through which air is supplied to the auxiliary reservoir from the main reservoir upon the engine, and through which air passes from the auxiliary reservoir to the brake cylinder by means of the pipe D which in the present case is shown extending through the auxiliary reservoir, the brake cylinder being in line with this air reservoir in the construction here shown.

Difficulty is always experienced with the automatic brakes when running down long grades by reason of the necessity of replenishing the auxiliary air reservoirs upon the car from time to time, and with the usual construction of the valve mechanism, it is necessary to relieve the pressure upon the piston in the brake cylinder while the air reservoir is being pumped up. This is usually done by taking advantage of levels or up grades, if such occur, or by bringing the train nearly to a standstill and supplying air fromthe main reservoir, so as to partially replenish the auxiliary reservoir before the train has attained so high a speed as to become uncontrollable, when the brakes must again be applied.

v In my invention' I have shown a supplemental valve casing E located between the ends of the triple valve casing and auxiliary 5L; reservoir, the said casing having smooth fiat sides at its head portion E4 whereby it may be securely seated between the adjoining ends of the triple valve casing and auxiliary reservoir, and having an opening E5 in communication with said triple valve casing and auxiliary reservoir. The supplemental casing E is extended at one side beyond the plane of the exterior of the triple Valve casing and is formed with a hollow head E6 into which .a pipe M leads from a train pipe. v

Within the head portion E6 of the casing E seats K and K are formed for valves I and J hereinafter mentioned, and in the upper portion of this headasuitable guideis formed for the stem which carries said valves. The supplemental casing E is also formed with a web or partition E7, see Fig. 4, upon one side of which a passage F is formed, and upon the opposite side another passage G is formed; the said passage F having a port F made through one of its flat sides and communicating with a passage in the triple valve casing, and thence extending upwardly and communicating with the hollow head E6 at a point above the upper valve I, While the other passage G extends in an approximately horizontal line and enters the said head E6 at a point below said valve I, and has port G extending through the oppositeiiat side of cas- 85 ing E, and is in communication With the pipe D which leads to the brake cylinder for supplying air thereto.

H is the valve stem guided to move Vertically in the upper part of the head E6 of this valve casing. I is the upwardly closing valve fixed to this stem and closing against the corresponding seat K as shown.

.I is the downwardly closing valve of smaller area than valve I fixed to the same stem and 95 closing upon the seat K in the lower part of the chamber. These valves are fixed upon the stem at such a distance apart that when one is open, the other will be closed.

L is the pipe conveying air from the main roo train pipe upowthe engine tothe triple valve, and through it to the air reservoir A.

M is a supplementary train pipe extending throughout the train connecting with each ot the valve casings E and having an independent controlling valve and supplied with air from the engine.

The operation of my invention is as follows:-The auxiliary reservoirs A are supplied with air under pressure from the engine through the triple valve, in the usual manner, and this pressure is always ready for the instant application otVthe brakes, when necessary, in the usual manner. As soon as the brake has been applied, and the brake cylinder Bis illedvwith air from the auxiliary reservoir A, the engineers valve which controls the supply of air to thepipe M'is opened, and airis led directly from the mainreservoir upon the engine through the pipeM and into the lower part of the head E6 of valve chamber E. A pressure is thus produced greater than the pressure in the brake" cylinder A and the valve J is lifted from' its seat. At thesame time, the valve I will bec'losed1 against its seat, thus cutting oit communication between the auxiliary reservoir and the pipe D which usually1 takes place throughthe passages of the triple valve. passes in beneath the valveI will pass di'- rectly to the pipe D through the passage Gr and thence into the brake cylinder, thus keeping up as great a pressure as may be desired.

Within this cylinder, and as long as the trainV is running, this direct pressure is kept up independent of the automatic apparatus; Meanwhile the pump may be at work, and the air reservoirs kept constantly full; The brakes are always applied in the irst instance by the use of th'e triple valve, and the auxiliary air reservoirs, and this supplemental device is only used to keep up the pressure in the brake' cylinder after the brake has been applied.

Whenever the valve controlling theair which passes direct through the pipe M is shut, the

train pipe pressure reduced, and the triple valve brought into position to allow al free pas` sage of air from the auxiliary reservoir tothe valve I', the pressure in the auxiliary reservoir overcomes that within the pipe M, and the valve I by reason of its greater area will be forced open andthe valveJ closed. Thisl'eaves theV ports F and G again in communication through the air passages F and G', and the brake cylinder and brake mechanism are again under the control of the automatic brake mechanism. It will thus be seenthat by reason of this supplemental valve and independent direct air supply mechanism in conjunction with the automatic brake mechanism, I am enabled to apply the brakes independL entlyby the use of the automatic mechanism, then to cut this off and keep up orincrease the pressure within the brake cylinders as long as may be desired by" the independent air supply from the engine. In order to prevent such a pressure upon the valve I as would open it The air which against the pressure upon the valveJ -by reason of leakagethrough the triple Valve, I have made a small groove or channel O in one side of the valve stem H, where it extends up into the guide channel in the upper part of the head E6 of the valve casing E. `At its upper end this channel connects with a groove P which is cut around the upper part ot the stem and through this groove communication is made with a small opening Q leading to the open air. These openings are exceedingly small and will not allow any considerable quantity lof air to escape,but will prevent any accumulation or pressure above the valve I when the Alatter is closed. When the valve I is open, and the valve J is closed, it willbe seen that the grooveP Awill be below theline of the opening Q, andwillr thusprevenli the c scape of air throughthe' opening@A when air is being usedE from the" reservoir throughthe ports Fand As' the groove O` upon the side otv the stem Il is upon the* oppositeside from the opening Q, it willlbe maniestthat stem closely against the opposite side ofl the opening in which it moves, and will practicallykeep the opening therein closed against any leakage around the stem-while the valve I is open.

A vertical slot may bemade in thestem IjI, anda pin orkey project into-it throughthe and valve stem from turning around diirin g its movements. l

I-Iavingthus` described my invention, what Patent, is

l. The combination* with the brakecylinder, air reservoir, and triplevalve of abrake mechanism, of av supplemental casing adapted ,of the triple Valve casing and the reservoir, andl having an1 extended portion terminating lin a hollow head, said supplemental casing Ilhaving independent passages formed' in it ifea-ding into said head at points near its upi through its sides, one of said portscom-munil other with a pipeleading tothe brake cylinder, a valve stem guidedin theextendedhefad portion of the supplemental casing having valves of dierent areas adapted to close against the seatsk in said head' portion-,one of said valves closing upwardly and theother downwardly, and a straight airsu'pplementalt r pipe entering the extended headf portion of tliesupplementalcasin g belowthe lower Valve, whereby the lower valve may be lifted from j its seat to open communication with one of 1 the passages inthe supplemental casing, and with the pipe leading to the brake cylinder, substantially as herein described.

2. The combination with the brake cylinder, air reservoir, and triplevalv'e of a brake mechanism, of a supplemental casing adapted to be interposed between the adjoining faces the pressure upon that side will force the side of the valve casing to provent tl"1evalvesV I claim as new, and desire to secure by Letters' to be interposed betweenthe adjoining 'facesM i per and lower ends and havingjports leading icating with the triplevalve casing and the IOO IIO

of the triple valve. casing and the reservoir, said supplemental casing being extended at one side and formed with a hollow head in said extended portion, and provided withindependent passages .entering said head at points near its upper and lower end, with ports at the opposite ends of the passages, opening through opposite sides of the supplemental casing, communicating respectively Ywith the triple valve casing, and with a pipe leading to the brake cylinder, upwardly and downwardly closing valves xed to a single valve stem, and having different areas, a straight air supplemental pipe entering the head below the lower valve whereby the Valves may be raised to close communication with the passage leading to the triple valve casing and to open communication between the straight air pipe and the passage leading to the brake cylinder, a channel in the upper part of the head in which the upper end of the valve stem is guided, an opening from the upper part ot' said channel to the open alr, and a groove made upon the side of the valve stem connecting the upper part of the valve chamber with the opening, substantially as herein described.

In witness whereof I have hereunto set my v hand. l

WILLIAM H. MASTERMAN.

Witnesses:

GEO. H. STRONG, S. H. NoURsE. 

